Railway-train stop



.1. s. MOORE AND w. c. GLASS. RAILWAY TRAIN STOP.

APPLICATION HLED FEB. 10. 1919. I 1,323,991 Patented- Dec. 2,1919.

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1. S. MOORE AND W. C. GLASS.

RAIIIWAY TRAIN STOP.

APPLICATION FILED FEB. 10, 1919.

Patented Dec. 2,1919.

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tion ofthis character which -Wlll render 1t c TE STATES PATENT OFFICE JOHN s. MOORE Ann WILLIAM G. GLASS, or ATLANTA, GEORGIA.

RAILWAY-TRAIN s'ror.

Specification of Letters Patent.

Application'filed February 10, 1919. Serial No. 276,122;

To all whom z'tmay concerm .Be it known that we, JOHN S. MooRn and WILLIAM C. GLAss, citizens of the United States, residing at Atlanta,'in the county of Fulton and State of Georgia, have invented certain, new and useful Improvements in Railway-Train Stops, of which the following is a specification reference being had to the accompanying drawings. 7 I v This invention relates tomechanism for automatically stopping railway trains, and particularly to mechanism of that class wherein the train is stopped by releasing the air, in the trainpipe,- as by opening a venting cock. i

The general objectof this inventlon 1s to provide means located along the track and operating in conjunction ,with the..SW1tCh stand or block signal stand for this purpose.

A further object'is toprovide a construcs impossible for a train to proceedpa'st ared or danger signal, even. though the englneer fails to see the signal. V A further object is toprovi'de a mechanismwhich is verysimple, has few parts,

andwhich may be readily connected to the ordinary block signals now in use,.and in 7 this connection to provide a construction of this character whichmay be fastened to the rails at any desired point by means of clamps so that the apparatus may be readily put in place, -adjusted,' or shifted, as necessity may require, these clamps belng so formed that the parts will be held rigidly in position to the rails and will not'get out of position, as does mechanism of like general character which ism'ounted upon the wooden cross ties of thetrack.

Other objects and advantagesof our construction will appear in the following specification. a

F igurezl is a top planview. of a railway track and a portion of a locomotive with vent valve and the track operated mechanism therefor; I, 1

Fig. 2-is a perspective "view of the vent valve; l a

Fig. 3 is a fragmentary perspective view showing an arrangement of signal and stop member coacting therewith;

Fig. ,4 is a transverse sectional view showing the manner in whichthe stop member is connected to the rail; V

Fig,- 5 is a perspective view showing another form of train stop; I

Fig. 6 is a transverse sectional view' through the rail clamp shown in Fig.5;

Fig. 7 is a transverse sectional view through the rail' showing the bracket 26 and supported parts; and

Fig. 8 is a top plan view of aturn out and showing the arrangementof the train stopin connection therewith. In the accompanying drawings,we have shown two forms of automatic stop mechanism, one of'thesfe forms being shown Figs. 1 to 4, Both of these forms are alike as regards the vent valves. on thelocomotive, but differ slightly. with relation to the track and the train stop.

Patented Dec. 2, 1919.

mechanism Inasmuch as they vent; valve and its connections on the locomotive is the same in both cases, we will first describe this mechanism, and inv'Fig. -1,- it willbefseen that the pony truck ofthe locomotive carries a train line pipe 10 which'is provided with avent valvefll which, when turned in one position,- releases the air within the train line pipe and, of course, causes the application of-thebrakes in the usual and well known manner. Thiscockor valve is pro vided with astem'towhich-is attached .an arm12; and pivotally mounted upon the extremity of this arm is, a section of the arm 13' which is pivoted to the main body of the arm 12,-at 14L, The arm 13 is formed to provide a stop flange or lug '15 which limits the movement 'of the arm section 13 with relation to' the; arm section 12in one direction. but permits the. independent movement of the arm section 13 inthe other direction. A spring 16 urges the arm section 13 into alinement with the arm section 12. -When the arm section 13 is struck by a traincom ing in one direction, as from the right in Fig. 1', the two arm sections will move together to open the vent valve, but when they train backs up or moves reversely,. thatis from the left,'i'n Fig.1, then the arm section 13 will rock, upon its pivot and the arm section. 12 will not be affected, nor will the valve be opened. It'will be understood that the vent valve may be disposedon any part ofthe engine or tender, but is disposed pref erably on the "pony truck and so mountedas to keep the same. distance from the rail, this valve or its arm clearingthe rail by about two inches and the body of the'valve being connected to the main train line pipe by an air hose or-otherssuitableconnection. The

valve is, of course, so substantially co'ninvention, an

. means of a-bolt 18 having a end to embrace the opposite base'fiange', this bolt passing 'bracket "and bein ing parallel to the rail mates a pair'of brackets,

structed that the handle will not break oif V from the valve when struck by the track stop lever, even when the train is going at a high rate of speed.

In Figs. 3 to e,

d in these figures, 17 desig ing slotted at one endso as toembrace the lower flange of the rail A and fit tightly thereon. J Each bracket is held to the rail by hook at one edge of'the through i the whereby the brac et may be forced'firinly onto the rail and held rigidly thereon. Passing through these brackets and extend- A, is a rock shaft 20'which,-- at oneend, is'provided with a downwardly extending arm 21, this farm being-pivotally connected to a transversely extending link 22, in turn pivotally-con r nected to a movableelement 23 fOrming' part V -mechanism which-we have designated genof for shiftedby any ordinary: block signal apparatus or switch mechanism; This (v erally B, form s no part of our mechanism andis' adapted-to be 'llSBChlIl connection with train orderfeboards, switch targets, electrical block boards, or 1I1 all, thesignal and switch mechanism at-present used or form- 'ing partof the equipment of-ra'i-lway systems of this country...

' is set at danger it will, through the-link I Disposedon the other end of'the' shaft 20 is anfupwardly: extend mg arm 2 l. When the'signal mechanism B 22, rock the shaft 20 and'this willshift the stop V 0 strike the arm section 13 of the ventvalve -'arm"24i-into such position thatf lt will on the engine, causing as before described, the application :of the brakes." Normally, however, and when the signal is not-= at danger, this stop arm 24 is disposed out of the'path of movement ofthe' arm section 13 and will, therefore, -;valve. 1.,

not affect the vent In Fig.s. 5 to 7, we show anotherform ofthe, mechanism which operates on the same general principle as the one before described, but differs therefrom in details. In

. thisconstruction, one-of the brackets 17 car,-

, arm-25:which, however is pivoted upon the riesrupon it the upwardly extending stop clamping bolt 18 and oscillates parallel to the rail A instead of transversely thereto, as

in the'firstcase. Pivotally mounted-uponsa bracket 26 clamped to'the'rail A, is bell cranklever 27 which is disposed. beneath the rail and. between the ties andhas one arm extending inward: of the rail A,this arm being connected to the stop arm 25 by means ofa'link 28- pivoted to the-stop arm 25 and referably embracing it.=; The :long arm of. the bell crank lever is connected by a link 29 the block signal mechanism B" in any 13 of the .vent valve mechanism. these brackets beprovided with a'nut 19' gine has passed the automatic 'It' is, of'course, nals are' used' adjacent to a sidingfithata train" Will notbe' stoppedaif it leaves-the 1 relatively long i stop arm 25 toa vertical position where it we show one form of our will come in contact with the arm section When, however, caution,thearm 25 will be depressed suflithesignal is set at safety, or at ciently so as topass beneath the arm section 13 or vent valveland does not afiect it:

, Assoon as the ventvalve'issopened'byq having its arms struck by the-stop arms 2d or 25, the train will come to; ast'oprandit cannot be started again until the brakes it are released. This necessitates theengineer descending from his cab and manually: (abs 7 ing't efiventvalve by shifting the arm sections; 12 and 13" to-their "outwardly pro- ]ected positions. Ofcourse, after the" enstop', theeng' gineer can backthe' train without affect ingthe" section 13 will yield-to permit it to'pass the stop arm on thetrack 1 necessary that where sigvent valve, for the reason that j the main track" and passes onto the siding, but 7 that-atrain'passing the junction of the sid .ing with the main track onto the maintrack should be stopped. 'We'havedllus'trated' in ends of that section' o' f track which extends parallel to the siding.

3 It is likewise evident that at 'stations Fig. i 8- such any arrangement wherein the stop arm 24: is disposed inward-of the switch Where provision made for stoppinga train to receive trainorders, but where ordinarily the train does not stop,'1t is necessary to pro.-

'vide'means whereby the engine tender and the fore. part the train shall move loss 7 yond the station or office, and to that end i we dispose the stop: arms 24 (or 25) beyond the station relative to the direction=inwhich the train is moving such a distance beyond opposlte the station. This involves,- of course, a relatively long r07 1 Shaft 20 or link 28 or. a series of "these as to permit the passenger-coaches stopping links. 28 operativelyfconnected to each other v o I and to levers forcommunicatingthe movement' of one link to another.

It will be seen that the mechanism herewith-described is e xtremely; simple, that thereare no springs to Weaken, that there are very 'fewparts, and that these-parts clogged by snow or to be-frozen up. It will also be seen that the cost of installation is very small, andthat the mechanisinimay be readily applied at small cost tothe' systems are not of the sort which are liable to be V already in use, and readily connected up with the ordinaryor usualtrain order boards, block signals, whether electrically or mechanically actuated, or to switch stands.

In the drawings we have illustrated an ordinary form of signal wherein the signal proper is mounted upon a rotatable standard for rotation in a horizontal plane, but it is to be understood that this showing is purely illustrative and that this signal B wherever used symbolizes or indicates a signal of any character where there is a shift able element by which the stop member 25 may be shifted.

We claim The combination with a railway rail of a plurality of brackets detachably engaged with the rail, a bell crank lever pivoted to the bottom surface of one of said brackets,

our signatures in the presence of two wit- HBSSGS.

JOHN s. Moons. WILLIAM o. GLASS.

Witnesses:

BURTON R. VAUGHAN, PoLEMAN F. Form. 

